Method for determining the clutch application point

ABSTRACT

A method is proposed for determining a clutch application point in a transmission of a vehicle having a spring-actuated clutch system in which the clutch application point is adapted according to at least one adequate regulated quantity of the clutch system.

This invention relates to a method for determining the clutch application point in a transmission of a vehicle having a spring-actuated clutch system.

A method for finding or determining the clutch application point is known in which a rotational speed sensor mounted on the transmission side is evaluated. The transmission is shifted to neutral and the clutch is slowly transferred from the open state to the closed state. With the aid of the rotational speed sensor, a change in the transmission input rotational speed can be established. When the clutch is behind the application point, a torque is transmitted with the clutch. This point at which the clutch has an intermittent behavior is designated as the application point. This disadvantageous method can be applied only while the engine is running. Furthermore, an additional built-in sensor of transmission input rotational speed is needed thereby increasing the production costs.

EP 0 550 222 A2 has also disclosed a method for determining a clutch application point which can only be applied while the engine is running.

Known also is a method for finding or determining the clutch application point in which the injection amount of the engine, during gear introduction is evaluated in idling speed. The clutch is transferred from the open state to the closed state. The idling speed regulator of the engine constantly tries to regulate the rotational speed of the engine. When the load on the engine output side increases in idling speed, the engine regulator reacts with an increase of the injection amount. The increase is used for detecting the application point. In this method, extensive information of the engine is disadvantageously required. Besides, this known method also can only be used while the engine is running. In case of possible failure of he communication between the engine and the transmission, this kind of detection is not possible.

The problem on which this invention is based is to introduce a method for determining a clutch application point in which an availability as great as possible is ensured specially at moderate cost.

This problem is solved by the features of claim 1. Other developments and variations result form the sub-claims.

An inventive method is accordingly proposed where the clutch application point is adapted according to an adequate regulated quantity. Of special advantage in this method is that the method can also be applied when the engine is disconnected. Furthermore, no additional sensor system is required for detecting rotational speed signals and/or injection amount signals. The method can be easily implemented thus reducing the cost.

One development of the invention can require that the disengaging load, provided for actuating the clutch system, is used as regulated quantity. The disengaging load acts against a contact force, which is assumed when the clutch is closed by the prestress, for example, of a plate spring. Diaphragm spring plates, for example, are actuated by the disengaging load in the disengaging load system. As soon as the contact force is leveled by the disengaging load, the opening of the clutch system begins so that the clutch application point is reached.

In the inventive method, the clutch application point can be found via the disengagement path by a common intersection point of the curve of the disengaging load and the curve of the spring tension.

According to another development of the invention, the clutch application point is characterized by a jog in the gradient curve. Therefore, the gradient curve of the disengagement load and the job can be determined in the inventive method so as to obtain the designed clutch application point.

It is possible that to determine the gradient curve of the disengagement load. The disengagement load can be inferred from measurements of adequate regulated quantities so that, for example, by stages one gradient provided before and one after the jog can be determined. With these found gradients can uphill gradients be determined uphill gradients and thus corresponding straight lines whose common intersection point then indicates the jog point and thus also the clutch application point.

One development of this invention can provide that in case of a mechanically actuated disengagement system, when the clutch is closed the contact force is assumed by the prestress of the plate spring. When the diaphragm spring blades are now actuated in the disengagement system, the contact force can be reduced by the force in the disengager multiplied by the lever. This is shown by the following equation: F _(Anp)(S)=F _(AnpAP) −i _(Lever) F _(Disengagement)(S) with

-   -   F_(Anp)(S)=contact force     -   F_(AnpAP)=contact force on working point     -   i_(Lever)=force reinforcement factor     -   F_(Disengagement)(S)=disengagement load

The dependence of the disengagement load on the disengagement path is almost linear in this development, thus applying: F _(Disenagement)(S)=C _(diaphragm spring) * S _(Disengagement) with

-   -   F_(Disengagement)(S)=disengagement load     -   C_(Diaphragm spring)=spring constant     -   S_(Disengagement)=disengagement path

When the contact force assumes the value zero, by actuation of the diaphragm spring blades, the clutch application point has been reached. In this point applies:

-   -   F_(Anp)(S_(Application))=0.0

A jog determined by the system appears precisely at the clutch application point. When the clutch is further opened, the disengagement load changes only with the characteristic line of the spring used, such as a diaphragm spring. The disengagement load in the disengagement system then results by:

-   -   F_(Disengagement)(S)=F_(Plate spring)(S_(Plate))/i_(Lever)

The gradient curve of the disengagement load prior to the jog results from: ${\frac{\mathbb{d}\quad}{\mathbb{d}S}{F_{Disengagement}(S)}} = {C_{{Diaphragm}\quad{spring}}\quad{for}\quad S\left\langle S_{Application} \right.}$ and the gradient curve after the jog results from: $\left. {{\frac{\mathbb{d}\quad}{\mathbb{d}S}{F_{Disengagement}(S)}} = {\frac{\mathbb{d}\quad}{\mathbb{d}S}F_{{Plate}\quad{spring}}\quad{\left( S_{Plate} \right)/i_{Lever}}\quad{for}\quad S}} \right\rangle S_{{Application}\quad{point}}$

When no lining suspension is used, the derivation or the gradient curve of the disengagement load on the disengagement system has a jog. When a lining suspension is used, the transition can be continuous. But the transition range can also be determined here.

One other development can provide that the clutch system is transferred by an appropriate actuation system from the closed state to the open state. It is also possible that a change of gradient of disengagement load is determined by evaluating the regulated quantity and the resulting path in the disengagement system. The determination can obviously be carried out also by the transition from open to closed state of the clutch. This is possible in hydraulic, pneumatic and also electric control of the clutch actuator.

For a hydraulic clutch, an actuation device with timed valves can also be provided, for example, for determining the application point, that the clutch opening timed valve is controlled from the closed state of the clutch with constant or defined pulse width. In case of an open state of the clutch with constant or defined pulse width, the clutch-closing valve can likewise be controlled. The stronger the pressure in the clutch slave cylinder, the smaller the step widths obtained become. The flow on the valve depends on the pressure difference. The clutch application point can then be determined by evaluating the detected clutch path.

The inventive method can also be provided in pneumatic control of the clutch actuator. When an electropneumatic system is provided for control of the clutch actuator, the application point can be inferred preferably from the measurements of path and pressure. When an electric system is provided for control of the clutch actuator, the application point can be inferred preferably from the measurements of path, voltage and/or current.

The invention is explained in detail herebelow with the reference to the enclosed drawing. In the drawing the forces and the paths are shown on the pressure plate and on the disengagement system via the disengagement path.

In the drawing is shown a diagram in which, via the disengagement path, is indicated a diaphragm spring characteristic line with a continuous line 1, a contact force f_(Contact) with dot-dash line 2, a disengagement load f_(Disengagement) with line dot-dash 3 and a lift off path S_(Lift off) the clutch with continuous line 4.

A typical curve is shown as diaphragm spring characteristic line. The contact force f_(Contact) starts to diminish when the disengagement load f_(Disengagement) is applied to the disengagement system. The disengagement load f_(Disengagement) is continuously increased until the contact force f_(Contact) reaches the value zero and is thus leveled. A balance of forces then exists. This point is the clutch application point 5.

At the clutch application point 5, a jog appears in the gradient curve of the disengagement force f_(Disengagement) which is indicated by a break in the curve of the disengagement force f_(Disengagement). When the clutch application point 4 is reached, the curve of the lift off S_(Lift off) rises, since the clutch system opens further. As the clutch opens further, the disengagement force f_(Disengagement) changes only with the characteristic line of the diaphragm spring.

The disengagement force and spring force can be measured parameters, but they can also be calculated from the given properties of the parts.

Reference Numerals

-   -   1 curve of the diaphragm spring force     -   2 curve of the contact force     -   3 curve of the disengagement load     -   4 curve of the lift off     -   5 clutch application point 

1-14. (CANCELED)
 15. A method for determining a clutch application point in a transmission of a vehicle having one spring-actuated clutch system in which the clutch application point (5) is varied according to a disengagement load as regulated quantity of the clutch system, wherein as clutch application point (5) a common point of intersection of a curve of a disengagement load and a spring tension is determined via a disengagement path of the clutch system.
 16. The method for determining a clutch application point in a transmission of a vehicle having one spring-actuated clutch system in which the clutch application point (5) is varied according to a disengagement load as regulated quantity of the load abutting on the clutch system is determined via the disengagement path and that a jog in a gradient curve of the disengagement load is found which determines the clutch application point (5).
 17. The method according to claim 16, wherein several adequate regulated quantities are measured so that at least sections of a gradient curve of the disengagement load are determined at one or more of before and after the jog.
 18. The method according to claim 15, wherein in a mechanically actuated disengagement system a contact force is determined when the clutch is closed by the following equation: F _(Anp)(S)=F _(AnpAP) −i _(Lever) F _(Disengagement)(S) with F_(Anp)(S)=contact force F_(AnpAP)=contact force on working point i_(Lever)=force reinforcement factor F_(Disengagement)(S)=disengagement load.
 19. The method according to claim 18, wherein the disengagement load substantially linearly depends on the disengagement path and is determined by the following equation: F _(Disengagement)(S)=C _(Diaphragm spring) * S _(Disengagement) with F_(Disengagement)(S)=disengagement load C_(Diaphragm spring)=spring constant S_(Disengagement)=disengagement path.
 20. The method according to claim 18, wherein the clutch application point (5) is determined when the contact force substantially assumes a value of zero.
 21. The method according to claim 18, wherein in the mechanically actuated disengagement system the following equations result: ${\frac{\mathbb{d}\quad}{\mathbb{d}S}{F_{Disengagement}(S)}} = {C_{{Diaphragm}\quad{spring}}\quad{for}\quad S\left\langle {{S_{Application}\frac{\mathbb{d}\quad}{\mathbb{d}S}{F_{Disengagement}(S)}} = {\frac{\mathbb{d}\quad}{\mathbb{d}S}F_{{Plate}\quad{spring}}\quad{\left( S_{Plate} \right)/i_{Lever}}\quad{for}\quad S}} \right\rangle S_{{Application}\quad{point}}}$ there applying F_(Disengagement)(S)=F_(Plate spring)(S_(Plate))/i_(Lever) with ${\frac{\mathbb{d}\quad}{\mathbb{d}S}{F_{Disengagement}(S)}} = \text{derivation~~of~~~the~~~disengagement~~~load~~~(gradient)}$ F_(Plate spring)(S_(Plate))=plate spring force S_(Application point)=disengagement path corresponds to clutch application point i_(Lever)=force reinforcement factor C_(Diaphragm spring)=spring constant.
 22. The method according to claim 15, wherein when an actuator is used for control of the disengagement system, by evaluating at least one regulated quantity, a jog is determined in a gradient curve of the disengagement load.
 23. The method according to claim 15, wherein at least one time valve is used in a hydraulic actuation of the disengagement system.
 24. The method according to claim 23, wherein when one of the clutch is closed, one time valve or when the clutch is open, one clutch closing valve with one of constant or defined pulse width is controlled and that the clutch application point (5) is determined by evaluating the detected disengagement path.
 25. The method according to claim 15, wherein when an electric system is used for control of the disengagement system, the clutch application point (5) is determined from the measurements of path, voltage and/or current.
 26. The method according to claim 15, wherein when an electropneumatic system is used for control of the disengagement system, the clutch application point (5) is determined from measurements of path and pressure. 